Engineer&#39;s brake-valve.



J. R. SNYDER.

ENGINEERS BRAKE VALVE. APPLICATION FILED SEPT. 21,1912.

Patented June 30, 1914.

- 2 SHEETSSHEET'1.

WITNESSES 1 wyvazw W COLUMBIA PLANOGRAPH C0,.WA5HING nnnnnn c,

R. SNYDER.

ERS BRAKE VALVE.

FILED SEPT 21,

ENGINE APPLIGATI 1912. 1, 1 02,100. Patented June 30, 1914.

2 SHEETSSHEET 2.

WITNESSES COLUMBIA FLANOGRAPH CO \VASHIN UNITED STATES PATNT OFFICE.

JACOB RUSH SNYDER, F PITTSBURGH, PENNSYLVANIA, ASSIGNOB. TO PERCY E.

BONNER, OF PITTSBURGH, PENNSYLVANIA.

ENGINEER/S BRAKE-VALVE.

Application filed September 21, 1912.

T 0 all whom it may concern Be it known that I, JACOB RUSH SNYDER, aresident of Pittsburgh, in the county of Allegheny and State ofPennsylvania, have invented a new and useful Improvement in EngineersBrake-Valves, of which the following is a specification.

The invention relates to engineers valves for air brake systems.

The object of the invention is to provide an engineers valve of thestandard Westlnghouse type capable of being used in a standard air brakesystem and which gives a better control over the engine and trainbrakes, both jointly and separately, than engineers valves as heretoforeconstructed.

The inventioncomprises a valve having ports, cavities andpassagesarranged and controlled as hereinafter described and claimed.

In the accompanying drawings Figure 1 is a vertical section through thevalve in engine release-and running position, Fig. 4; Fig. 2 is ahorizontal section through the valve showing the valve seat in plan; andFigs. 3, 4, 5, 6, 7, 8, 9 and are diagrammatic views indicating thevalve seat in plan and showing the rotary disk in horizontal section onthe line 33, Fig. 1, and illustrating the different positions of thevalve.

The valve as to general type and construction is shown identical withexisting forms of lVe'stinghouse brake valves, and it is adapted for usewith the standard VVestinghouse E. T. equipment system or with a systemsuch as described and illustrated in my application filed July 23, 1911,Serial No. 711,483. This valve comprises the base member 1, to which theseveralpipes are connected, an intermediate member 2 rest ing on thebase member and containing a chamber 3 for the equalizing piston 4controlling an exhaust 5 from the train plpe chamber below said piston,a seat member 6 resting on the intermediate member 2 and provided on itsupper face with the valve seat 7, the top inclosing member 8, the rotarydisk valve 9 in said top member 8 and cooperating with the seat 7, theusual operating handle 10, and suitable means for securing these severalparts together. The valve casing is provided as usual wlth a passage 11for introducing main reservoir pressure on top ofthe rotary disk 9, as1s usual Specification of Letters Patent.

Patented June so, 1914.

Serial No. 721,686.

with lVestinghouse engineers brake valves, and the valve has all of theusual pipe connections of the present standard W'estinghouse H-6automatic brake valve as designed for use with Westinghouse No. 6 E. T.lo comotive equipment.

The valve seat is provided with the several ports shown in Fig. 2, asfollows: Ports 14 and 15, both connected to the train pipe and locatedapproximately 150 degrees one from the other; a central exhaust port 17leading to the atmosphere; a large port 18 located in proximity to trainpipe 14 and provided at one side with an arc-shaped extension 19 andconnected to the main reservoir by way of the feed valve; a port 20having communication with the equalizing reservoir and with the chamber3 on top of the equalizing piston 4; a port 21 near the periphery of theseat and connected to the application chamber of the usual Westinghousedistributing valve, for the purpose of exhausting said applicationchamber; a port 22 provided with'an extension 23 and constituting astraight air application port, that is, for the direct application ofthe engine brakes, and which in the Westinghouse system communicateswith the application chamber of the distributing valve, but which in thesystem of my application Serial No. 711,438, filed July 25, 1912,communicates with an application valve for applying the engine brakes,and which may be connected directly to the engine brake cylinders; asmall warning port 24leading to the atmosphere; a port 25 in theposition of the usual preliminary exhaust port of the Westinghouse brakevalve and which communicates with the equalizing reservoir; a port 26communicating with the pump governor; a port 27 in proximity to port 22and connected with a steam cutoff valve, that is, a valve arranged tocut ofi' the supply of steam from the engine cylinders; and a port 28 7provided with an extension 29 which leads to a valve which serves tomaintain the train pipe pressure against leakage and to apply the enginebrakes and cut ofi' the steam supply when the train line bursts, such asillustrated and described in my application Serial No. 711,433.

All of the ports above described, with the exception of the ports 27 and28 and the ex tension 23 on port 22, are present in the' standard\Vestinghouse H45 automatic brake valve and located as shown in thedrawings. In my improved valve I have retained all of the Vtestinghouseports in the valve seat, and have connected the same substantially as inthe \Vestinghouse system, and have added the two additional ports 27 and28 and the extension 23 to port 22.

The rotary disk 9 is provided with ports, cavities and passages asfollows: A central exhaust cavity 30 directly over and communicatingwith the exhaust port 17 in the seat; a large cavity 31 communicating bypassage 32 with the central cavity 30; a large hole 33 extendingentirely through the disk and located in proximity to cavity 31; a largearc-shaped cavity 3 1 located in proximity to cavity 33; a small cavityconnected by passage 36 with the central cavity 30; an arc-shaped cavity87 located relatively near the center of the disk and communicating bypassage 38 with a smaller cavity 39 located nearer the periphery of thedisk; a small cavity 40 located near the periphery of the disk andconnected by pas sage 4-1 with the central cavity 80; a hole 42 providedon the face of the disk with a lateral extension 43, and a hole 14provided wit-h an arc-shaped extension 45. All of the parts so fardescribed are exactly the same as in the standard Westinghouse H45 brakevalve. In addition to these, the rotary disk is provided with a hole 46located near the periphery of the disk; a hole 4;? located substantiallyin line between the cavities 39 and 40; and a hole 48 located ad jacentthe central cavity 30. The term hole has been used above to designate anopening extending entirely through the rotary disk, the term cavity todesignate a recess in the under face of the disk but not extendingentirely through the disk, and the term passage to designate an openingin the body of the disk between its upper and lower faces.

The valve described has eight positions as follows:

1. Release position, shown in Fig. 5.-In this position the large holeregisters with train pipe 14, so that the main reservoir pressure on topof the rotary disk passes directly to the train pipe; cavity 34 connectsmain reservoir port 18 with warning port 2-1, in order to advise theengineer that the valve is in release position, so that he will move itback to lap or running position before the brake pipe is overcharged;hole 42 registers with port 20 so that the equalizing reservoir and thechamber 3 above equalizing piston at are charged to the same pressure asthe train pipe; hole 1st registers with port 26 and its extension 45overlaps port 26 so that air issupplied to both the pump governor and tothe train pipe leakage maintenan'ce valve. All other ports are blanked.

The valve will be left in this position only.

long enough to release the brakes, and will then be moved to the nextposition now to be described.

Running and engine release position, shown in F in. .4.-This position isassumed either after full release as above described and during normalrunning, and also after an application of the engine brakes in order torelease the latter. In this position the disk has been rotatedcontra-clockwise from release position. The direct connection betweenthe main reservoir and train pipe is now broken, but cavity 34 connectsmain reservoir port 18 with train pipe port l t so that the train pipeis now supplied with main reservoir pressure as reduced by the feedvalve; extension t5 of hole L4. still covers pump governor port 26 sothat the latter is still supplied with air; hole 4:8 overlaps extension29 of port 28 so that air is still supplied to the train pipe leakagemaintenance valve; cavity 37 connects train pipe port .15 with theequalizing reservoir port 20 so that the pressures in the train pipe.and equalizing reservoir equalize; and cavity 40 covers port 21 torelease pressure from the engine brake cylinders or the specialapplication valve therefor. All other ports are blanked.

Service position, shown in Fig. 5.-This position is assumed by rotatingthe valve contra-clockwise from running position through an angle ofapproximately fifty degrees. In this posit-ion cavity 40 overlapsequalizing reservoir port 25 so that pressure is released therefromthrough passage 4i1 to the central exhaust cavity 30. The train pipeconnection with the main reservoir is of course broken and reservoirpressure above the equalizing piston 4 is reduced, permitting theequalizing valve to open to vent the train pipe to the atmosphere. Thissets the brakes with the desired service application, depending upon theamount of pressure vented from the equalizing reservoir. Hole 4-8 alsoregisters with port 28 so that main reservoir pressure can flow to thetrain pipe pressure maintenance valve so that should the pressure in thetrain pipe be reduced below that retained in the equalizing reservoir itwill be restored automatically by said valve, or in case a hose burststhe steam supply to the engine cylinders is cut off and the enginebrakes applied, as fully described in my application Serial No. 711,433,above identified. All other ports are blanked as far as any functionaleffect is concerned.

41:. Lap position, shown in Fig. 6.-This position is secured by movingthe valve slightly clockwise from service position. in this position theconnection between equalizing reservoir port 25 and exhaust port 17 isbroken. HolettB still overlaps the extension 29 of port 28 therebymaintaining the train pipe pressure maintenance valve in the conditionlast described. All other ports still remain blanked.

5. Engine application position, shown in Fig. 2.This position is securedeither from running or lap positions by moving the valvecontra-clockwise or from service position by moving the valve slightlycontraclockwise. overlaps the extension 29 of port 28, therebymaintaining the train pipe leakage maintenance valve in the conditionlastdescribed. The important functional feature, however, is that hole47 laps over the extension 23 of port 22, thereby permitting mainreservoir air to flow either to the distributing valve, as in theWestinghouse system, or to the application valve as in my system, and ineither event applies the engine brakes without applying the trainbrakes. All other ports are blanked as far as any functional effect isconcerned. To release the engine brakes after an application in themanner just described, the valve is moved to position No. 2, runningposition, in which position the cavity 40 overlaps port 21 so that fluidpressure is exhausted either from the application chamber of theWestinghouse distributing valve or from my brake application valvethrough passage 41 to the central exhaust cavity 30. A

6. Engine holding and train release position, shown in Fig. 8.'Ihisposition is assumed by rotating the valve clockwise from either lap,service, or engine application positions. In this position cavity 34connects main reservoir port 18 with train pipe port 14 to increase thetrain pipe pressure and release the brakes. At the same time cavity 3'?connects train pipe port 15 with equalizing reservoir port 20 toincrease the pressure in the equalizing reservoir and in chamber 3 untilit equalizes with train pipe pressure. By this means the train brakesare released, but the port-s 21 and 22 are both blanked so that theengine brakes are held. Hole 48 still supplies pressure through port 28and extension 29 to the train pipe pressure maintenance valve, whilehole 44 communicates with the pump governor port 26.

7. Graclnatecl release position, shown in Fig. .9.This position isassumed by moving the valve slightly clockwise from either service orlap positions. In this position the hole 46 registers with equalizingreservoir port 25, thereby supplying main reservoir pressure to theequalizing reservoir and through the train pipe leakage maintenancevalve or" my application Serial No. 711,433 builds up the pressure inthe train until it equals the auxiliary reservoir pressure, therebycorrespondingly decreasing the brake pressure. By moving the valve backand forth to this position the brakes can be In this position the hole48 still graduated off to any desired extent. The

hole 48 still registers with the extension 29 of port 28 50 as to supplythe train pipe pressure maintenance valve with main reservoir pressureto be admitted to the train pipe by increase of equalizing reservoirpressure as just described.

8. Emergency position, shown in Fig. 10.This position is assumed bymoving the valve to its extreme position contraclockwise. In thisposition cavity 31 in the rotary disk communicates with train pipe port15, thereby venting the train pipe through passage 32 to the centralexhaust cavity 30 and securing an emergency application of the trainbrakes. In addition, the small. port 35 overlaps the extension onequalizing reservoir port 20 thereby also venting the equalizingreservoir to the atmosphere. Cavity 37 also overlaps the extension 19 ofmain reservoir port18, while cavity 39 overlaps the steam cut-off valveport 27 and the straight air application port 22 so that air can flowfrom the main reservoir through the port 18, extension 19, cavity 37,passage 38 and cavity 39 to both the steam cut-off valve and straightair application port, thereby cutting ofi the supply o:t steamto thelocomotive and also applying the engine brakes simultaneously with theapplication of the train brakes. Hole 42 overlaps the main. reservoirport 18, so that the pressure flowing to the steam cut-0E valve and tothe straight air application port is not reduced by the feed valve.

The valve described is normally set in running position after havingbeen in full release position. Service and emergency applications aremade in the usual Way by moving the valve contra-clockwise to thedesired degree. After an emergency application the valve is invariablybrought back to full reelase position to quickly charge the train pipeand equalizing reservoirs and release the brakes throughout. Afterservice application the valve can be brought back either to full releaseposition to release the brakes, after which the valve is again set inrunning position, or it may be set in various other positions, such aslap position, Fig. 6, engineholding and train release position, Fig. 8,or graduated release position, Fig. 9.

The warning port 24 is open in full release position, which is the onlyposition in which the main reservoir is connected directly to the trainpipe and in which there is danger of overcharging the train pipe if thevalve is allowed to remain too long in this position. The escape of airthrough the warning port advises the engineer that the valve is in suchposition that overcharging of the train line is likelyto occur if thevalve is allowed to remain too long in thatposition.

The" port'28leading to the train pipe maintenance valve is connected tothe main reservoir in all positions except in emergency applicationposition so that in all other positions of the valve, in case of leakageof the train line, it is automatically replenished, and in case of abreak in the train line fluid pressure will be supplied to both thesteam cut-oil valve and to apply the engine brakes.

The valve described has all of the positions and performs all thefunctions of the \Vestinghouse H45 automatic valve, to-wit, release,running, holdin lap, service, and emergency positions, and in additionprovides for the graduated release of the brakes, and the independentapplication and re ease of the engine brakes. The valve in itsstructural features is the same as and interchangeable with the standardVestinghouse H45 *alve, but provides for the additional functionsdescribed.

What I claim is l. A Westinghouse standard engineer"s valve having aseat provided with ports communicating with the atmosphere, the trainpipe, the main reservoir and the equalizing reservoir, and a movablemember provided with ports and cavities cooperating with said seat portsand arranged in different positions to apply the brakes in service oremergency, to lap the brakes, and to release the brakes, said valve seatbeing provided with an additional port communicating with a steamcut-off valve, and said movable mem her being provided with a cavityarranged in emergency position to connect the main reservoir withsaidsteam cut-ofl' valve port.

2. A lVestinghouse standard engincers valve having a seat provided withports communicating with the atmosphere, the train.

pipe, the main reservoir and the equalizing reservoir, and a movablemember provided with ports and cavities cooperating with said seat portsand arranged in different positions to apply the brakes in service oremergency, to lap the brakes, and to release the brakes, said valve seatbeing provided with an additional port communicating with a train pipepressure maintenance valve, and said movable member being provided withan additional cavity arranged in running, holding, and lap positions toconnect the main reservoir to said train pipe pressure maintenance valveport.

31A Westinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, the mainreservoir and the equalizing; reservoir, and a movable member providedwith ports and cavities cooperating with said seat ports and arranged indil ferent positions to apply the brakes in service or emergency, to lapthe brakes, and to release the brakes, said valve seat being providedwith an additional port communicating with a train pipe pressure supplyvalve, and said movable member being provided with an opening arrangedin an additional position of the movable member to connect the mainreservoir with said train pipe pressure supply valve to graduate off thebrakes.

4. A l'l estinghouse standard engineers valve having a seat providedwith ports communicating with the atmosphere, the train pipe, the mainreservoir and the equalizing resermir, and a movable member providedwith ports and cavities cooperating with said seat ports and arranged indifi'erent positions to apply the brakes in service or emergency, to lapthe brakes, and to release the brakes, said valve seat being providedwith an additional port communicatin with a train pipe pressure supplyvalve, and said movable member being provided with an opening arrangedin running, holding, and lap positions to connect the main reservoir tosaid train pipe pressure supply valve port and with another openingarranged in an additional position of the valve to also connect the mainreservoir with said reservoir, and a movable member provided with portsand cavities coopera ting with said seatports and arranged in differentposi tions to apply the brakes in service or emergency, to lap thebrakes, and to release the brakes, said valve seat being provided with.another port communicating with a brake application valve, and saidmovable member being provided with one opening arranged in emergencyposition to connect the main reservoir to said brake application valveport and with an additional. opening arranged in another position of thevalve to also con nect the main reservoir to said brake applicationvalve port.

6. A i Vestinghouse standard. engineers valve having a seat providedwith ports comniunicating with the atmosphere, the train pipe, the mainreservoir and the equalizing reservoir, and a movable member providedwith ports and cavities cooperating with said seat ports and arranged indifferent po sitions to apply the brakes in service or emergency, to lapthe brakes, and to release the brakes, said valve seat being providedwith two additional ports, one communicating with a brake applicationvalve and another communicating with a train pipe pressure supply valve,and said movable member being provided with. one opening arranged in oneposition of the movable member to connect the main reservoir with saidbrake application valve and with another openmg arranged m the sameposltion and also in lap and running positions to connect the mainreservoir to the train pipe pressure supply valve.

7. A Westinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir and an equalizing reservoir, and a movable member providedwith ports and cavities cooperating with said seat ports and arranged indifferent positions to apply the brakes in service or emergency, to lapthe brakes, and to release the brakes, said movable member beingprovided with a cavity arranged in service position to connect theequalizing reservoir port to the atmosphere and with an opening arrangedin another position of the valve to connect the main reservoir to theequalizing reservoir port to graduate oil the brakes.

8. A Westinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir, and a brake application valve, and amovable member provided with ports and cavities cooperating with saidseat ports and arranged in different. positions to apply the brakes inservice or emergency, to lap the brakes, to release the brakes, and torelease the train brakes and hold the engine brakes, said rotary valvebeing provided with a cavity arranged in emergency application positionto connect the main reservoir to said brake application valve port, andwith an additional opening arranged in another position of said movablemember to also connect the main reservoir to said brake applicationport.

9. A Westinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir, and a brake application valve, and amovable member provided with ports and cavities cooperating with saidseat ports and arranged in diflerent positions to apply the brakes inservice or emergency, to lap the brakes, to release the brakes, and torelease the train brakes and to hold the engine brakes, said valve seatbeing provided wit-h an additional port communicating with a steamcut-01f valve, and said movable member being provided with a cavityarranged in emergency position to connect the main reservoir to saidsteam cut-off valve port and to said brake application valve port.

10. A Westinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir, and a brake application valve, and amovable member provided with ports and cavities cooperating with saidseat ports and arranged in different positions to apply the brakes inservice or emergency, to lap the brakes, to release the brakes, and torelease the train brakes and hold the engine brakes, said valve seatbeing provided with an addi tional port communicating with a steam cutvofi' valve, and said movable member being provided with ,a cavityarranged in emergency position to connect the main reservoir with saidsteam cut-off valve port.

11. A lVestinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir, and a brake ap lication valve, and amovable member provi ed with ports and cavities cooperating with saidseat ports and arranged in difierent positions to apply the brakes inservice or emergency, to lap the brakes, to release the brakes, and torelease the train brakes and hold the engine brakes, said valve seatbeing provided with an additional port communicating with a train pipepressure maintenance valve, and said movable member being provided withan additional cavity arranged in running, holding, and lap positions toconnect the main reservoir to said train pipe pressure maintenancevalve.

12. A Westinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir, and a brake application valve, and amovable member provided with ports and cavities cooperating with saidseat ports and arranged in different positions to apply the brakes inservice or emergency, to lap the brakes, to release the brakes, and torelease the train brakes and hold the engine brakes, said valve seatbeing provided with an additional port communicating with a train pipepressure supply valve, and said movable member being provided with anopening arranged in an additional position of the movable member toconnect the main reservoir with said train pipe pressure supply valve tograduate oii the brakes.

18. A Westinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir, and a brake application valve, and amovable member provided with ports and cavities cooperating with saidseat ports and arranged in different positions to apply the brakes inservice or emergency, to la the brakes, to release the brakes, and torelease the train brakes and hold the engine brakes, said valve seatbeing provided with an additional port communicating with a train pipepressure supply valve, and said movable member being provided with anopening arranged in running, holding, and lap positions to connect themain reservoir to said train pipe pressure supp-1y valve port and withanother opening arranged in an additional position of the valve to alsoconnect the main reservoir with said train pipe pressure supply valveport to graduate 01f the brakes.

i i. A Westinghouse standard engineers valve having a seat provided withports con'n'i'ninicating with the atmosphere, the train pipe, mainreservoir, an equalizing reservoir, and a brake application valve, and amovable member provided with ports and cavities cooperating with saidseat ports and arranged in different positions to apply the brakes inservice or emergency, to lap the brakes, to release the brakes, and torelease the train brakes and hold the engine brakes, said valve seatbeing provided with another port connnunicating with a brake applicationvalve, and said movable member being provided with one opening arrangedin emergency position to connect the main reservoir to said brakeapplication valve port and with an additional opening arranged inanother position of the valve to also onnect the main reservoir to saidbrake application valve port.

15. A Nestinghouse standard engineers valve having a seat provided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir and a brake application valve, and amovable member provided with ports and cavities cooperating with said.seat ports and arranged in diiiei'ent positions to apply the brakes inservice or emergency, to lap the brakes, to release the brakes, and torelease the train brakes and hold the engine brakes, said valve seatbeing provided with additional ports, one communicating with a brakeapplication valve and another communicating with a train pipe pressuresupply valve, and said movable member being provided with one openingarranged in one position. of the movable member to connect the mainreservoir with said brake application valve and with another opening arranged in the same position and also in lap and running positions toconnect the main reservoir to said train pipe pressure supply valve.

16. A WVestinghouse standard engineers valve having a seat provided withports oomnnmicating with the atmosphere, the train pipe, a mainreservoir, an qualizing reservoir and a brake application valve, and amovable member provided with ports and cavities cooperating with saidseat ports and arranged in dili'erent positions to apply the brakes inservice or emergency, to hip the brakes, to release the brakes, and torelease the train. brakes and hold the engine brakes, said movablemember being provided Wi h a cavity arranged in service position toconnect the equalizing reservoir port to the atmosphere and with anopening arranged in another position of the valve to connect the mainreservoir to the equalizing reservoir port to graduate off the brakes.

17. A ll cstin house standard en ineers valve having a seatprovided withports communicating with the atmosphere, the train pipe, a mainreservoir, an equalizing reservoir and a brake application valve, and amovabl member provided with ports and cavities ooperating with said seatports and arranged in different positions to apply the brakes in serviceor emergency, to lap the brakes, to release the brakes, and to releasethe train brakes and hold. the engine brakes, said. rotary valve beingprovided with a cavitv arranged in emergency application position toconnect the main reservoir to said brake application valve port, and ithan additional opening arranged in another position of said movablemember to also connect the main reservoir to said brake applicationport, said valve in the last named position disconnecting communicationbetween the main reservoir and equalizing reservoir.

In testimony whereof, I have hereunto set my hand.

JACOB RUSH. SNYDER. Witn esses WM. P. LARKIN, Nnmraar B. VVriAR'roN.

Copies of this patent may be obtained for five cents each, byaddressingthe Commissioner of reams, Washington, D. C.

